U.S. patent application number 14/027038 was filed with the patent office on 2014-06-19 for method and system for tuning the effect of vehicle characteristics on risk prediction.
This patent application is currently assigned to DriveCam, Inc.. The applicant listed for this patent is DriveCam, Inc.. Invention is credited to Bryon Cook, Peter Ellegaard, Hongying Li.
Application Number | 20140167945 14/027038 |
Document ID | / |
Family ID | 42288750 |
Filed Date | 2014-06-19 |
United States Patent
Application |
20140167945 |
Kind Code |
A1 |
Cook; Bryon ; et
al. |
June 19, 2014 |
METHOD AND SYSTEM FOR TUNING THE EFFECT OF VEHICLE CHARACTERISTICS
ON RISK PREDICTION
Abstract
A Method and System for Tuning the Effect of Vehicle
Characteristics on Risk Prediction is disclosed. The system many
incorporate many of those driver risk assessment system features
previously disclosed by Assignee's Prior Applications. The present
system provides a major functional distinction from those prior
systems by adding the feature of real-time tuning of the risk
assessment/prediction/analysis system in response to ongoing
changes in vehicle motion characteristics. Specifically, system
monitors the vehicle center of gravity for changes on a real-time
basis, and then adjusts the risk prediction/assessment/analysis
system responsively. The system executes an initialization feature
that implements an initial, or series of initial vehicular motion
profiles at the commencement of either a driving trip of the system
being powered up. A catalog or index of "standardized" motion
profiles are accessible for initial comparison to actual vehicle
motion characteristics in order to streamline the tuning of the
driver risk analysis system. The system determines if and when an
offset in Center of Gravity (i.e. from where initialized) has
occurred, after which the system responsively tunes the driver risk
assessment/prediction/analysis/reporting system.
Inventors: |
Cook; Bryon; (San Diego,
CA) ; Ellegaard; Peter; (San Diego, CA) ; Li;
Hongying; (San Diego, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
DriveCam, Inc. |
San Diego |
CA |
US |
|
|
Assignee: |
DriveCam, Inc.
San Diego
CA
|
Family ID: |
42288750 |
Appl. No.: |
14/027038 |
Filed: |
September 13, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
13586750 |
Aug 15, 2012 |
8564426 |
|
|
14027038 |
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|
|
12359787 |
Jan 26, 2009 |
8269617 |
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13586750 |
|
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Current U.S.
Class: |
340/439 |
Current CPC
Class: |
G07C 5/0808 20130101;
G07C 5/085 20130101; B60Q 1/00 20130101 |
Class at
Publication: |
340/439 |
International
Class: |
G07C 5/08 20060101
G07C005/08; B60Q 1/00 20060101 B60Q001/00 |
Claims
1. A method for evaluating risk in driving, comprising:
initializing a spacial motion detecting event capture device
associated with a vehicle, said initialization comprising tuning
said device responsive to preset vehicle type/class data;
monitoring vehicle spacial motion with said spacial motion
detecting event capture device; capturing driving event data at one
or more event capture devices coupled with said vehicle; analyzing
the driving event data with at least one event detector device to
calculate a driving event score, said score responsive to said
spacial motion monitoring; and combining a plurality of driving
event scores in a local data repository associated with said
vehicle.
Description
CROSS REFERENCE TO OTHER APPLICATIONS
[0001] This application is a continuation of co-pending U.S. patent
application Ser. No. 13/586,750, entitled METHOD AND SYSTEM FOR
TUNING THE EFFECT OF VEHICLE CHARACTERISTICS ON RISK PREDICTION
filed Aug. 15, 2012 which is incorporated herein by reference for
all purposes; which is a continuation of co-pending U.S. patent
application Ser. No. 12/359,787, entitled METHOD AND SYSTEM FOR
TUNING THE EFFECT OF VEHICLE CHARACTERISTICS ON RISK PREDICTION
filed Jan. 26, 2009 which is incorporated herein by reference for
all purposes
[0002] This application is an improvement upon the systems, methods
and devices previously disclosed in application Ser. No.
11/382,222, filed May 8, 2006, Ser. No. 11/382,239 filed May 8,
2006, Ser. No. 11/566,539 filed May 8, 2006, Ser. No. 11/467,694
filed May 9, 2006, Ser. No. 11/382,328 filed May 9, 2006, Ser. No.
11/382,325 filed May 9, 2006, Ser. No. 11/465,765 filed Aug. 18,
2006, Ser. No. 11/467,486 filed Aug. 25, 2006, Ser. No. 11/566,424
filed Dec. 4, 2006 and Ser. No. 11/566,526 filed Dec. 4, 2006,
("Prior Applications"), and as such, the discloses of those Prior
Applications are incorporated herein by reference.
BACKGROUND OF THE INVENTION
[0003] 1. Field of the Invention
[0004] This invention relates generally to systems for analyzing
driving events and risk and, more specifically, to a Method and
System for Tuning the Effect of Vehicle Characteristics on Risk
Prediction.
[0005] 2. Description of Related Art
[0006] The surveillance, analysis and reporting of vehicular
accidents and "events" has, for some time, been the focus of
numerous inventive and commercial efforts. These systems seek to
monitor a vehicle's condition while being driven by a driver, and
then record and report whenever a "hazardous" condition is
detected. What vehicle (and/or driver) symptoms are to constitute a
"hazardous" event or condition is defined in the context of a
particular monitoring system. Each system will monitor one or more
sensor devices located in the vehicle (e.g. shock sensors, location
sensors, attitude/orientation sensors, sound sensors), and will
generally apply a threshold alarm level (of a variety of levels of
sophistication) to the sensor(s) output to assign an event or a
non-event. Prior systems of note include the following patents and
printed publications: Guensler; et al., US2007/0216521 describes a
"Real-time Traffic Citation Probability Display System and Method"
incorporates environmental factors and geocentric risk elements to
determine driver risk of citation in real-time. Gunderson, et al.,
US2007/0257804 describes a "System and Method for Reducing Driving
Risk with Foresight." The Gunderson system and method introduces
driver coaching into the driver risk analysis system and method.
Warren, et al., US2007/0027726 is a system for "Calculation of
Driver Score Based on Vehicle Operation for Forward-looking
Insurance Premiums." Warren calculates insurance premiums using
geomapping to subdivide underwriting areas. Gunderson, et al.,
US2007/0271105 is a "System and Method for Reducing Risk with
Hindsight" that provides forensic analysis of a vehicle accident,
including video of the driver and area in front of the vehicle.
Gunderson, et al., US2007/0268158 is a "System and Method for
Reducing Risk with Insight." This Gunderson method and system
monitors driving for the purpose of analyzing and reporting events
on a driver-centric basis. Gunderson, et al, US2007/0257815 is a
"System and Method for Taking Risk out of Driving," and introduces
the creation of a driver coaching session as part of the driving
monitoring system. Warren, et al., US2006/0253307 describes
"Calculation of Driver Score based on Vehicle Operation" in order
to assess driver risk based upon a vehicle/driver geolocation and
duration in risky locations. Warren, et al., US20060053038 is
related to the '307 Warren, that further includes activity
parameters in determining driver risk. Kuttenberger, et al., is a
"Method and Device for Evaluating Driving Situations." This system
does calculate driving risk based upon accelerometers and other
vehicle characteristics. Finally, Kuboi, et al. is a "Vehicle
Behavior Analysis System" that includes GPS, video and onboard
triggers for notification/storing/uploading data related to the
vehicle behavior.
[0007] A detailed review of each of these prior systems has been
conducted, and while each and every one of them discloses what is
purported to be a novel system for vehicle risk monitoring,
reporting and/or analysis, none of these prior systems suggests a
system that uses real-time monitoring of the vehicle center of
gravity in order to continuously "tune" the onboard vehicle risk
sensing and risk predicting systems.
SUMMARY OF THE INVENTION
[0008] In light of the aforementioned problems associated with the
prior systems and methods, it is an object of the present invention
to provide a Method and System for Tuning the Effect of Vehicle
Characteristics on Risk Prediction. The preferred system many
incorporate many of those driver risk assessment system features
previously disclosed by Assignee's Prior Applications. This system
should provide a major functional distinction from those prior
systems by adding the feature of real-time tuning of the risk
assessment/prediction/analysis system in response to ongoing
changes in vehicle motion characteristics. Specifically, it is an
object of the present invention to monitor the vehicle center of
gravity for changes on a real-time basis, and then adjust the risk
prediction/assessment/analysis system responsively. The system
should include an initialization feature that implements an
initial, or series of initial vehicular motion profiles at the
commencement of either a driving trip of the system being powered
up. It would be beneficial if a catalog or index of "standardized"
motion profiles were accessible for initial comparison to actual
vehicle motion characteristics in order to streamline the tuning of
the driver risk analysis system. A final object would be that the
system determine if and when an offset in Center of Gravity (i.e.
from where initialized) has occurred, after which the system would
responsively tune the driver risk
assessment/prediction/analysis/reporting system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The objects and features of the present invention, which are
believed to be novel, are set forth with particularity in the
appended claims. The present invention, both as to its organization
and manner of operation, together with further objects and
advantages, may best be understood by reference to the following
description, taken in connection with the accompanying drawings, of
which:
[0010] FIG. 1 is a block diagram of a conventional vehicle having a
preferred embodiment of the system of the present invention
installed therein;
[0011] FIG. 2 is a is a block diagram depicting the event detector
of the system of FIG. 1;
[0012] FIG. 3A is a perspective view of another vehicle having the
system of FIG. 1 installed thereon, and FIG. 3B depicts a
three-dimensional axis and types of spacial motion;
[0013] FIG. 4 is a block diagram of a conventional computing device
suitable for executing the method described herein;
[0014] FIG. 5 is a block diagram of a conventional wireless
communications device suitable for communicating between the event
detector of FIG. 2 and a remote base unit;
[0015] FIGS. 6A-6C depict exemplary spacial motion profiles for
differing vehicle types;
[0016] FIG. 7 is a flowchart depicting the steps of a preferred
event detection method using real-time vehicle classification;
[0017] FIGS. 8A-8C depict different vehicle classes and their
associated centers of gravity;
[0018] FIG. 9 is a flowchart depicting the steps of a preferred
event detection method using real-time vehicle classification to
filter sensor data; and
[0019] FIG. 10 is a block diagram depicting exemplary inputs to the
event detector of FIG. 1, and the potential response results and
destinations for detected events.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0020] The following description is provided to enable any person
skilled in the art to make and use the invention and sets forth the
best modes contemplated by the inventors of carrying out their
invention. Various modifications, however, will remain readily
apparent to those skilled in the art, since the generic principles
of the present invention have been defined herein specifically to
provide a Method and System for Tuning the Effect of Vehicle
Characteristics on Risk Prediction.
[0021] The present invention can best be understood by initial
consideration of FIG. 1. FIG. 1 is a block diagram of a
conventional vehicle 10 having a preferred embodiment of the system
of the present invention installed therein. The event detector 30A
is in control of a one or more event capture devices 20 that are
attached to the vehicle 10. The event detector 30A communicates
with the capture devices 20 via wired or wireless interface. There
is a data storage area 35 also associated with the event detector
30A, as will be expanded upon below in connection with other
drawing figures.
[0022] The event detector 30A can be any of a variety of types of
computing devices with the ability to execute programmed
instructions, receive input from various sensors, and communicate
with one or more internal or external event capture devices 20 and
other external devices (not shown). The detector 30A may utilize
software, hardware and/or firmware in a variety of combinations to
execute the instructions of the disclosed method.
[0023] An example general purpose computing device that may be
employed as all or a portion of an event detector 30A is later
described in connection with the discussion related to FIG. 4,
hereinbelow. Similarly, an example general purpose wireless
communication device that may be employed as all or a portion of an
event detector 30A is later described in connection with the
discussion related to FIG. 5 hereinbelow.
[0024] When the event detector 30A identifies an event, the event
detector 30A instructs the one or more event capture devices 20 to
record pre-event data, during the event data, and post-event data
that is then provided to the event detector 30A and stored in the
data storage area 35. In reality, the event capture devices 20
constantly save data in a buffer memory, which allows the system to
actually obtain data that was first-recorded (into a buffer memory)
prior to the event itself.
[0025] Events may comprise a variety of situations, including
automobile accidents, reckless driving, rough driving, or any other
type of stationary or moving occurrence that the owner of a vehicle
10 may desire to know about, and is more fully described below in
connection with other drawing figures.
[0026] The vehicle 10 may have a plurality of event capture devices
20 placed in various locations around the vehicle 10. An event
capture device 20 may comprise a video camera, still camera,
microphone, and other types of data capture devices. For example,
an event capture device 20 may include an accelerometer that senses
changes in speed, direction, and vehicle spacial orientation.
Additional sensors and/or data capture devices may also be
incorporated into an event capture device 20 in order to provide a
rich set of information about a detected event.
[0027] The data storage area 35 can be any sort of internal or
external, fixed or removable memory device and may include both
persistent and volatile memories. The function of the data storage
area 35 is to maintain data for long term storage and also to
provide efficient and fast access to instructions for applications
or modules that are executed by the event detector 30A.
[0028] In one embodiment, event detector 30A in combination with
the one or more event capture devices 20 identifies an event and
stores certain audio and video data along with related information
about the event. For example, related information may include the
speed of the vehicle when the event occurred, the direction the
vehicle was traveling, the location of the vehicle (e.g., from a
global positioning system "GPS" sensor), and other information from
sensors located in and around the vehicle or from the vehicle
itself (e.g., from a data bus integral to the vehicle such as an on
board diagnostic "OBD" vehicle bus). This combination of audio,
video, and other data is compiled into an event that can be stored
in data storage 35 onboard the vehicle for later delivery to an
evaluation server. Turning to FIG. 2, we can examine some of the
internal details regarding the event detector 30A.
[0029] FIG. 2 is a block diagram illustrating an example event
detector 30A according to an embodiment of the present invention.
In the illustrated embodiment, the event detector 30A comprises an
audio/video ("AV") module 100, a sensor module 110, a communication
module 120, a control module 130, and a spacial behavior module
115. Additional modules may also be employed to carry out the
various functions of the event detector 30A, as will be understood
by those having skill in the art.
[0030] The AV module 100 is configured to manage the audio and
video input from one or more event capture devices and storage of
the audio and video input. The sensor module 110 is configured to
manage one or more sensors that can be integral to the event
detector 30A or external from the event detector 30A. For example,
an accelerometer may be integral to the event detector 30A or it
may be located elsewhere in the vehicle 10. The sensor module 110
may also manage other types of sensor devices such as a GPS sensor,
temperature sensor, moisture sensor, and the OBD, or the like (all
not shown).
[0031] The communication module 120 is configured to manage
communications between the event detector 30A and other devices and
modules. For example, the communication module 120 may handle
communications between the event detector 30A and the various event
capture devices 20. The communication module 120 may also handle
communications between the event detector 30A and a memory device,
a docking station, or a server such as an evaluation server. The
communication module 120 is configured to communicate with these
various types of devices and other types of devices via a direct
wire link (e.g., USB cable, firewire cable), a direct wireless link
(e.g., infrared, Bluetooth, ZigBee), or a wired or any wireless
network link such as a local area network ("LAN"), a wide area
network ("WAN"), a wireless wide area network ("WWAN"), an IEEE 802
wireless network such as an IEEE 802.16 ("WiFi") network, a WiMAX
network, satellite network, or a cellular network. The particular
communications mode used will determine which, if any, antennae 650
is used.
[0032] The spacial behavior module 115, and its functionality, is
unique as compared to prior systems. It would seem apparent that
many vehicle events or triggers are related to vehicle movements
(acceleration, deceleration, roll, pitch, yaw, etc.). Consequently,
the treatment of the vehicle spacial motion data is critical to the
effective identification of risky driving "events." Specific
details will be discussed below in connection with other drawing
figures, therefore it is sufficient here to mention that the
spacial behavior module 115 is responsible for analyzing data
related to vehicle spacial motion, and responsively making
adjustments to (i e tuning) the event detector 30A. The real-time
tuning of the event detector 30A based on vehicle spacial motion
has never been attempted in a driver risk monitoring system.
[0033] The control module 130 is configured to control the actions
or remote devices such as the one or more event capture devices.
For example, the control module 130 may be configured to instruct
the event capture devices to capture an event and return the data
to the event detector when it is informed by the sensor module 110
that certain trigger criteria have been met that identify an event.
FIGS. 3A and 3B, continue the introduction of the novel features
introduced by the present invention.
[0034] FIG. 3A is a perspective view of another vehicle having the
system of FIG. 1 installed thereon. One or more of the event
capture devices 20 embody the ability to detect spacial motion of
the vehicle 10 in non-linear directions or planes. FIG. 3B depicts
a three-dimensional axis and these types of spacial motion.
Specifically, Pitch ("P"), which is vehicle rotation about the
lateral axis, may be detected by one or more of the capture devices
20. Similarly, Roll ("R"), which is vehicle rotation about the
horizontal axis (i.e. the direction in longitudinal alignment with
the vehicle) may also be detected by one or more of the capture
devices 20. Finally, Yaw ("Y"), which is vehicle rotation about the
vertical axis may be detected by one or more of the capture devices
20.
[0035] As will be discussed more fully below, these non-linear
motion characteristics can have a strong effect on the behavior of
any motion-sensing event detection system. A particular vehicle or
class of vehicle will tend to exhibit its own motion
characteristics in these axes, and if the event detection system
takes the vehicle's spacial motion characteristics into account
when determining whether or not an "event" has occurred will tend
to be much more accurate at recording risky driving behaviors
because the detected events will be more likely to be actual
high-risk events. Furthermore, if these parameters are closely
monitored, one would expect to detect vehicular changes that may
indicate tampering, vehicle maintenance requirements, usage
problems or modifications, and other related issues or trends.
Prior to expanding on the functioning of this feature of the
present system, we will first detail the basic hardware within the
vehicle that handles the event data that is captured.
[0036] FIG. 4 is a block diagram of a conventional computing device
750 suitable for executing the method described hereinbelow. For
example, the computer system 750 may be used in conjunction with an
event detector previously described with respect to FIG. 1, or an
evaluation server, analysis station, counseling station, or
supervisor station described in the Prior Applications. However,
other computer systems and/or architectures may be used, as will be
clear to those skilled in the art.
[0037] The computer system 750 preferably includes one or more
processors, such as processor 752. Additional processors may be
provided, such as an auxiliary processor to manage input/output, an
auxiliary processor to perform floating point mathematical
operations, a special-purpose microprocessor having an architecture
suitable for fast execution of signal processing algorithms (e.g.,
digital signal processor), a slave processor subordinate to the
main processing system (e.g., back-end processor), an additional
microprocessor or controller for dual or multiple processor
systems, or a coprocessor. Such auxiliary processors may be
discrete processors or may be integrated with the processor
752.
[0038] The processor 752 is preferably connected to a communication
bus 754. The communication bus 754 may include a data channel for
facilitating information transfer between storage and other
peripheral components of the computer system 750. The communication
bus 754 further may provide a set of signals used for communication
with the processor 752, including a data bus, address bus, and
control bus (not shown). The communication bus 754 may comprise any
standard or non-standard bus architecture such as, for example, bus
architectures compliant with industry standard architecture
("ISA"), extended industry standard architecture ("EISA"), Micro
Channel Architecture ("MCA"), peripheral component interconnect
("PCI") local bus, mini PCI express, or standards promulgated by
the Institute of Electrical and Electronics Engineers ("IEEE")
including IEEE 488 general-purpose interface bus ("GPIB"), IEEE
696/S-100, and the like.
[0039] Computer system 750 preferably includes a main memory 756
and may also include a secondary memory 758. The main memory 756
provides storage of instructions and data for programs executing on
the processor 752. The main memory 756 is typically
semiconductor-based memory such as dynamic random access memory
("DRAM") and/or static random access memory ("SRAM"). Other
semiconductor-based memory types include, for example, synchronous
dynamic random access memory ("SDRAM"), Rambus dynamic random
access memory ("RDRAM"), ferroelectric random access memory
("FRAM"), and the like, including read only memory ("ROM").
[0040] The secondary memory 758 may optionally include a hard disk
drive 760 and/or a removable storage drive 762, for example a
floppy disk drive, a magnetic tape drive, a compact disc ("CD")
drive, a digital versatile disc ("DVD") drive, etc. The removable
storage drive 762 reads from and/or writes to a removable storage
medium 764 in a well-known manner. Removable storage medium 764 may
be, for example, a floppy disk, magnetic tape, CD, DVD, memory
stick, USB memory device, etc.
[0041] The removable storage medium 764 is preferably a computer
readable medium having stored thereon computer executable code
(i.e., software) and/or data. The computer software or data stored
on the removable storage medium 764 is read into the computer
system 750 as electrical communication signals 778.
[0042] In alternative embodiments, secondary memory 758 may include
other similar means for allowing computer programs or other data or
instructions to be loaded into the computer system 750. Such means
may include, for example, an external storage medium 772 and an
interface 770. Examples of external storage medium 772 may include
an external hard disk drive or an external optical drive, or and
external magneto-optical drive.
[0043] Other examples of secondary memory 758 may include
semiconductor-based memory such as programmable read-only memory
("PROM"), erasable programmable read-only memory ("EPROM"),
electrically erasable read-only memory ("EEPROM"), or flash memory.
Also included are any other removable storage units 772 and
interfaces 770, which allow software and data to be transferred
from the removable storage unit 772 to the computer system 750.
[0044] Computer system 750 may also include a communication
interface 774. The communication interface 774 allows software and
data to be transferred between computer system 750 and external
devices (e.g. printers), networks, or information sources. For
example, computer software or executable code may be transferred to
computer system 750 from a network server via communication
interface 774. Examples of communication interface 774 include a
modem, a network interface card ("NIC"), a communications port, a
PCMCIA slot and card, an infrared interface, and an IEEE 1394
fire-wire, just to name a few.
[0045] Communication interface 774 preferably implements industry
promulgated protocol standards, such as Ethernet IEEE 802
standards, Fiber Channel, digital subscriber line ("DSL"),
asynchronous digital subscriber line ("ADSL"), frame relay,
asynchronous transfer mode ("ATM"), integrated digital services
network ("SDN"), personal communications services ("PCS"),
transmission control protocol/Internet protocol ("TCP/IP"), serial
line Internet protocol/point to point protocol ("SLIP/PPP"), and so
on, but may also implement customized or non-standard interface
protocols as well.
[0046] Software and data transferred via communication interface
774 are generally in the form of electrical communication signals
778. These signals 778 are preferably provided to communication
interface 774 via a communication channel 776. Communication
channel 776 carries signals 778 and can be implemented using a
variety of wired or wireless communication means including wire or
cable, fiber optics, conventional phone line, cellular phone link,
wireless data communication link, radio frequency (RF) link, or
infrared link, just to name a few.
[0047] Computer executable code (i.e., computer programs or
software) is stored in the main memory 756 and/or the secondary
memory 758. Computer programs can also be received via
communication interface 774 and stored in the main memory 756
and/or the secondary memory 758. Such computer programs, when
executed, enable the computer system 750 to perform the various
functions of the present invention as previously described.
[0048] In this description, the term "computer readable medium" is
used to refer to any media used to provide computer executable code
(e.g., software and computer programs) to the computer system 750.
Examples of these media include main memory 756, secondary memory
758 (including hard disk drive 760, removable storage medium 764,
and external storage medium 772), and any peripheral device
communicatively coupled with communication interface 774 (including
a network information server or other network device). These
computer readable mediums are means for providing executable code,
programming instructions, and software to the computer system
750.
[0049] In an embodiment that is implemented using software, the
software may be stored on a computer readable medium and loaded
into computer system 750 by way of removable storage drive 762,
interface 770, or communication interface 774. In such an
embodiment, the software is loaded into the computer system 750 in
the form of electrical communication signals 778. The software,
when executed by the processor 752, preferably causes the processor
752 to perform the inventive features and functions to described
hereinbelow.
[0050] Various embodiments may also be implemented primarily in
hardware using, for example, components such as application
specific integrated circuits ("ASICs"), or field programmable gate
arrays ("FPGAs"). Implementation of a hardware state machine
capable of performing the functions described herein will also be
apparent to those skilled in the relevant art. Various embodiments
may also be implemented using a combination of both hardware and
software.
[0051] Furthermore, those of skill in the art will appreciate that
the various illustrative logical blocks, modules, circuits, and
method steps described in connection with the above described
figures and the embodiments disclosed herein can often be
implemented as electronic hardware, computer software, or
combinations of both. To clearly illustrate this interchangeability
of hardware and software, various illustrative components, blocks,
modules, circuits, and steps have been described above generally in
terms of their functionality. Whether such functionality is
implemented as hardware or software depends upon the particular
application and design constraints imposed on the overall system.
Skilled persons can implement the described functionality in
varying ways for each particular application, but such
implementation decisions should not be interpreted as causing a
departure from the scope of the invention. In addition, the
grouping of functions within a module, block, circuit or step is
for ease of description. Specific functions or steps can be moved
from one module, block or circuit to another without departing from
the invention.
[0052] Moreover, the various illustrative logical blocks, modules,
and methods described in connection with the embodiments disclosed
herein can be implemented or performed with a general purpose
processor, a digital signal processor ("DSP"), an ASIC, FPGA or
other programmable logic device, discrete gate or transistor logic,
discrete hardware components, or any combination thereof designed
to perform the functions described herein. A general-purpose
processor can be a microprocessor, but in the alternative, the
processor can be any processor, controller, microcontroller, or
state machine. A processor can also be implemented as a combination
of computing devices, for example, a combination of a DSP and a
microprocessor, a plurality of microprocessors, one or more
microprocessors in conjunction with a DSP core, or any other such
configuration.
[0053] Additionally, the steps of a method or algorithm described
in connection with the embodiments disclosed herein can be embodied
directly in hardware, in a software module executed by a processor,
or in a combination of the two. A software module can reside in RAM
memory, flash memory, ROM memory, EPROM memory, EEPROM memory,
registers, hard disk, a removable disk, a CD-ROM, or any other form
of storage medium including a network storage medium. An exemplary
storage medium can be coupled to the processor such that the
processor can read information from, and write information to, the
storage medium. In the alternative, the storage medium can be
integral to the processor. The processor and the storage medium can
also reside in an ASIC.
[0054] FIG. 5 is a block diagram of a conventional wireless
communications device 650 suitable for communicating between the
event detector 30A of FIG. 2 and a remote base unit. For example,
the wireless communication device 650 may be used in conjunction
with an event detector previously described with respect to FIG. 1,
or an evaluation server, analysis station, counseling station, or
supervisor station previously described in the Prior Applications.
However, other wireless communication devices and/or architectures
may also be used, as will be clear to those skilled in the art.
[0055] In the illustrated embodiment, wireless communication device
650 comprises an antenna 652, a multiplexor 654, a low noise
amplifier ("LNA") 656, a power amplifier ("PA") 658, a modulation
circuit 660, a baseband processor 662, a speaker 664, a microphone
666, a central processing unit ("CPU") 668, a data storage area
670, and a hardware interface 672. In the wireless communication
device 652, radio frequency ("RF") signals are transmitted and
received by antenna 652. Multiplexor 654 acts as a switch, coupling
antenna 652 between the transmit and receive signal paths. In the
receive path, received RF signals are coupled from a multiplexor
654 to LNA 656. LNA 656 amplifies the received RF signal and
couples the amplified signal to a demodulation portion of the
modulation circuit 660.
[0056] Typically modulation circuit 660 will combine a demodulator
and modulator in one integrated circuit ("IC"). The demodulator and
modulator can also be separate components. The demodulator strips
away the RF carrier signal leaving a base-band receive audio
signal, which is sent from the demodulator output to the base-band
processor 662.
[0057] If the base-band receive audio signal contains audio
information, then base-band processor 662 decodes the signal and
converts it to an analog signal. Then the signal is amplified and
sent to the speaker 664. The base-band processor 662 also receives
analog audio signals from the microphone 666. These analog audio
signals are converted to digital signals and encoded by the
base-band processor 662. The base-band processor 662 also codes the
digital signals for transmission and generates a base-band transmit
audio signal that is routed to the modulator portion of modulation
circuit 660. The modulator mixes the base-band transmit audio
signal with an RF carrier signal generating an RF transmit signal
that is routed to the power amplifier 658. The power amplifier 658
amplifies the RF transmit signal and routes it to the multiplexor
654 where the signal is switched to the antenna port for
transmission by antenna 652.
[0058] The baseband processor 662 is also communicatively coupled
with the central processing unit 668. The central processing unit
668 has access to a data storage area 670. The central processing
unit 668 is preferably configured to execute instructions (i.e.,
computer programs or software) that can be stored in the data
storage area 670. Computer programs can also be received from the
baseband processor 662 and stored in the data storage area 670 or
executed upon receipt. Such computer programs, when executed,
enable the wireless communication device 650 to perform the various
functions of the present invention as previously described.
[0059] In this description, the term "computer readable medium" is
used to refer to any media used to provide executable instructions
(e.g., software and computer programs) to the wireless
communication device 650 for execution by the central processing
unit 668. Examples of these media include the data storage area
670, microphone 666 (via the baseband processor 662), antenna 652
(also via the baseband processor 662), and hardware interface 672.
These computer readable mediums are means for providing executable
code, programming instructions, and software to the wireless
communication device 650. The executable code, programming
instructions, and software, when executed by the central processing
unit 668, preferably cause the central processing unit 668 to
perform the inventive features and functions previously described
herein.
[0060] The central processing unit is also preferably configured to
receive notifications from the hardware interface 672 when new
devices are detected by the hardware interface. Hardware interface
672 can be a combination electromechanical detector with
controlling software that communicates with the CPU 668 and
interacts with new devices. FIGS. 6A-6C introduce the concepts of
vehicle motion profiles.
[0061] FIGS. 6A-6C depict exemplary spacial motion profiles 12A-12C
for differing vehicle types (10A-10C). The transportation industry
(from toll booths to vehicle safety equipment) places vehicle types
into different classes in order to manage the vehicles (whether for
insurance purposes or licensing requirements, among some factors)
in groups. Historically, the same approach has been used by driving
event detection and reporting devices. It has been understood that
a car (e.g. vehicle 12A) will handle differently than a commercial
hauling vehicle (e.g. vehicle 12B), and therefore any system that
uses vehicle motion characteristics as at least one factor in
identifying risky driving events must take the vehicle class into
account.
[0062] FIG. 6A depicts a conventional passenger vehicle 10A having
one or more event capture devices 20 associated with it. The device
20 has the ability to detect vehicle motion (and acceleration) in
X, Y, and Z axes, as well as detecting (optionally) Pitch, Roll and
Yaw. If spacial motion data is plotted over a number of driving
trips, one might expect the data points to fall within the area
similar to that shown in FIG. 12A. The profile 12A would tend to be
fairly compact, since a passenger vehicle 10A tends to have
relatively limited range of motion, a low center of gravity, and a
comparably rigid ride. As a result, a sensor for this type of
vehicle would tend to be on the more sensitive end of the
spectrum.
[0063] FIG. 6B depicts a conventional commercial cargo truck 10B
having one or more event capture devices 20 associated with it. In
the normal course of its driving usage, we would expect loading to
increase and decrease. We'd expect the center of gravity of the
vehicle to change radically while load composition changes and load
centers of gravity move about within the cargo area. Furthermore, a
vehicle such as this will tend natively to have a much higher
center of gravity than a passenger vehicle. Having a high center of
gravity and the other loading issues will cause the vehicle to have
a much more active ride than a passenger vehicle, and to exhibit
quite a bit more motion in virtually every axis. The profile 12B
indicates an exemplary distribution of the motion data emanating
from the event capture device 20.
[0064] A final example vehicle is depicted in FIG. 6C. The vehicle
10C is intended to represent a commercial fuel truck or the like.
Such a vehicle 10C contains a liquid cargo within its hold that is
effectively unrestrained from sloshing around inside of it. As a
result, any spacial motion is likely to be amplified as the inertia
of the liquid contents follows the motion of the vehicle 10C. While
not typically having a center of gravity that is as high as the
cargo hauling truck 10B, the bulk liquid hauling truck 10C (when
substantially laden with liquid contents) might be expected to
exhibit more roll, pitch and yaw, such as is depicted in profile
12C.
[0065] These profiles 12A-12C are presented here to illustrate that
different vehicle types will be expected to exhibit different
motion profiles. In order for a driving event monitoring system to
effectively use this motion as a way of determining when a risky
driving event has occurred, that system must adjust its trigger
thresholds for vehicle class. In fact, particularly in the case of
commercial vehicles used for hauling (materials or people), the
particular vehicle profile must be monitored not only for its
initial historical characteristics, but also must be kept under
surveillance for changes to the motion profile. Changes in the
spacial motion profile will not only make event detection
triggering more effective, but will also be an accurate indication
that changes in the vehicle or in the location or performance of
the event capture devices 20 (or the event detector itself have
occurred. The method of FIG. 7 discusses just such an approach.
[0066] FIG. 7 is a flowchart depicting the steps of a preferred
driving event detection method using real-time vehicle
classification 14. Since we are focusing only on the effect of
vehicle classification and vehicle spacial motion profile, we are
not addressing the aspects of the driving event system related to
event triggering, reporting, data handling and others. These areas
are handled in detail in the context of other disclosures,
including within the Parent Applications. For the purposes of this
Description, it is sufficient to understand that the method
discussed herein is not the entire driving risk/driving event
monitoring system, but rather is a single component of such a
system related to the real-time reaction to vehicle motion profile
and its effect on the driving event detection system.
[0067] At power up 100, one of the numerous initialization steps of
the event detector system is the initialization of the spacial
motion detector(s) 102. This initialization 102 includes, among
other things, detecting the global orientation of the motion
detectors(s) as they relate to the vehicle. Detecting the
orientation of the detector(s) will remove any issues related to
proper orientation of the detector housing (i.e. relative to
horizontal/vertical), since each detector will individually detect
and calibrate to its orientation within the vehicle. In order to
avoid an erroneous setting due to the vehicle being parked on a
non-level surface, it might be preferred that the orientation
initialization only occur when the system is being initially set up
when it is installed in the vehicle. Alternatively, as will be
discussed below, the system may simply rely on the continuing
real-time adjustment to correct any errors created during the
initialization stage.
[0068] The spacial detector(s) may also be initialized with a
pre-set motion profile based on the vehicle class (see FIGS.
6A-6C), or upon the historical motion profile of this particular
vehicle. After commencement of the driving trip 104 (potentially
detected via the OBD or other vehicle speed sensor), spacial motion
will be detected and monitored 106 continuously. As it is
monitored, three basic functions will be applied to the data-event
detection 108, comparison to pre-determined vehicle class/types 114
and comparison to the historical performance of this particular
vehicle 124.
[0069] As spacial motion indicates to the event detector that an
event has occurred, that event data will be collected 110. Once
collected, this event data is available for display and analysis
through a variety of features that are included in the overall
driving risk monitoring system 112.
[0070] Event detection 108 occurs when any number of parameters are
met including motion, audio, video and other data. As it applies to
vehicle spacial motion, exceeding certain motion thresholds
(including direction and acceleration) will trigger the event
detection system to identify a "driving event."
[0071] The data source for the comparison of the real-time spacial
motion to predetermined vehicle class/type data 114 is within a
data repository of class/type spacial motion profiles 16. This
repository 16 could be local (i.e. in the vehicle), remote (in the
evaluation portion of the system), or could be removable. In any
case, the repository will contain a set of standard spacial motion
profiles that the event detection system expects from a
standardized set of vehicle types/classes. As mentioned above, the
typical system will use one of these standardized spacial motion
profiles when the motion detector(s) are initialized 102.
[0072] The comparison continues 116 so long as the vehicle motion
data falls within the expected vehicle profile. If the real-time
data falls outside of the expected vehicle type/class in a
sufficient manner 118, it might be appropriate to change the
assigned class/type 120. If such a change is elected, the system
will modify the trigger threshold 122 used in event detection 108,
and will then continue to monitor for events using the adjusted
threshold 108.
[0073] As discussed previously, keeping track of historical
profiles of vehicle spacial motion may also be of interest.
Historical comparison 124 to profiles stored in data repository 18
would enable the system to detect if a change to the vehicle, the
event capture devices, or the event detector(s) has occurred. For
example, if the event detector system was moved to a new vehicle,
comparison to historical spacial motion (i.e. of the original
vehicle) will very likely reveal a drastic change. If the
comparison demonstrates historical consistency 126, monitoring
continues. If, however, a predetermined amount of inconsistency in
the profile is detected 128, then the system will provide an alert
130 of some sort. Typically, this would be a notice sent to the
evaluation/main server system so that the caretaker of the entire
risk monitoring system would be made aware that an equipment change
has occurred. Conceivably, this feature could also detect vehicle
wear/maintenance issues, improper loading techniques as well as if
the vehicle is being used for improper purposes.
[0074] It is pointed out that the initializations and adjustments
discussed herein are not intended to be confined to a particular
event capture device or the event detector itself Clearly, the
aforementioned initialization and real-time adjustments could be
implemented at any one of a number of places in the driving event
detection system, including within the communications conduits
interconnecting the various components. As such, the discussions
here should be read to include any effective approach to detect
vehicle spacial motion and adjust the driving event detector
system's response to the detected vehicle motion "on the fly,"
rather than responding to static, predetermined sets of expected
vehicle motion characteristics. FIGS. 8A-8C introduce yet another
feature of the present invention.
[0075] FIGS. 8A-8C depict different vehicle classes and their
associated centers of gravity 22. These figures are presented in
order to introduce the reader to the concept of vehicle center of
gravity for the purpose of its monitoring within the instant
vehicle event detector/recorder. As shown in the passenger vehicle
10A of FIG. 8A, the center of gravity 22 is that imaginary point
that mathematically represents the location and size of the vector
representing the entire mass of the vehicle 10A. The center of
gravity vector 22 points in the same direction as gravity.
[0076] Of course, there are forces in the opposite direction to the
center of gravity vector 22. These are located at each of the
wheels, and are indicated as first support force 24A and second
support force 24B. Of course, in a four-wheeled vehicle, there
would be third and fourth supporting forces (not shown) at the
non-depicted wheels on the opposite side of the vehicle 10A. Each
of the support forces 24 is separated from the center of gravity by
their respective moment arm, e.g. 26A, 26B. The length of the
respective moment arms 26 have a direct effect on the twisting
forces being applied on the vehicle 10A, and are detectable by
currently-available event capture devices 20.
[0077] A change in location of the center of gravity 22 will result
in a change in one or all of the moment arms 26. Changes in the
moment arms are known as "offsets" in the center of gravity ("CG
Offsets"). A CG Offset can represent changes in vehicle loading,
vehicle suspension, detector/capture device orientation, location
or configuration, or a combination of these factors, among others.
Monitoring CG and CG Offset provides the event detector system with
additional real-time tuning capabilities not previously
available.
[0078] FIG. 8B depicts the center of gravity 22 of a commercial
cargo truck 10B. Here, we would expect a loaded vehicle to have a
center of gravity 22 that is nearly centered on the cargo area,
since here is where most of the vehicle's weight is. Clearly, the
center of gravity 22, and therefore moment arms, would be extremely
sensitive to load positioning and composition. Furthermore, note
how high the center of gravity 22 of vehicle 10B is as compared to
vehicle 110C. If we now turn to FIG. 9, we can examine bow the
system of the present invention may utilize CG offset in order to
"tune" the driver event monitoring and reporting system.
[0079] FIG. 9 is a flowchart depicting the steps of a preferred
event detection method using real-time vehicle classification to
filter sensor data 28. Essentially, this method 28 is an
expansion/modification of the method discussed above in connection
with FIG. 7. The initialization of the spacial motion detector will
now include a calibration of CG offset. Since CG offset is a
dynamic characteristic, an initial setting will be necessary in
order to detect an offset from historical or type/class normal.
Subsequently, CG offset is monitored in addition to the other
spacial motion elements 107 by the event capture devices (not
shown).
[0080] The ultimate goal of a portable driving risk evaluation
system is to be accurate 100% of the time, without need for human
review or intervention. While this is only theoretically possible,
there is benefit in implementing functional aspects within the
event capture and detection system (i.e. the portable system) that
will improve accuracy. Also, communications bandwidth between the
portable systems and the central evaluation server will be
optimized as event data reliability is increased (i.e. because
"false positives" will be minimized). Such improvements in
triggering accuracy mandate not only equipment detection
improvements, but also improvements in data filtration. Filtering
the raw data emanating from the event capture devices (not shown),
if done properly in real-time, will improve system responsiveness,
accuracy, and reduce communications bandwidth. It has been
discovered that filtering the raw event capture device data
responsive to CG offset is one very effective approach to achieve
such gains. As a result, an extra step 132 wherein the raw data is
filtered prior to event detection 108 has been added to the instant
method.
[0081] If the vehicle class/type is changed 120, the trigger
thresholds 122 of the event detector will be modified, but other
adjustments will also be made in real-time. The filtration
parameters are also adjusted 134 on the raw data filters in
response to changes in spacial motion profile. Since both raw data
filtration and event detection trigger thresholds are being changed
continuously as vehicle motion profile evolves (if appropriate),
the optimum in accuracy of event detection (after event capture) is
possible beyond what was previously available. FIG. 10 reviews the
handling of driving events at a system level.
[0082] FIG. 10 is a block diagram depicting exemplary inputs to the
event detector 30A of FIG. 1, and the potential response results
and destinations for detected events. The communications with an
external evaluation server is extensively discussed in the Parent
Applications, and is therefore not reproduced there, but is rather
incorporated herein by reference.
[0083] As shown, event capture devices 20 (including inputs from
the OBD and other vehicle equipment) can generate captured event
data for velocity, acceleration (linear), pitch, roll, yaw. Center
of gravity and CG offset may also be used. Vehicle orientation
relative to compass heading, as well as vehicle location may be
included in event data. Finally, audio, video and metadata will
likely be included.
[0084] The captured data 29 may be filtered by a real-time tunable
raw data filter 31 before it is analyzed by the event detector 30A
to determine whether or not a driving event of note has occurred.
The criteria for making a type of driving event of note could be
user-defined for their particular reason; such events of note may
or may not otherwise be considered to be risky driving events, but
are otherwise of interest to the user.
[0085] As discussed above, the event detector 30A response/trigger
threshold is adjustable responsive to vehicle spacial motion
profile changes. If appropriate, a trigger threshold tuner 33 will
adjust the event detector 30A trigger threshold(s).
[0086] As events are detected by the event detector 30A, captured
event data can be output in accordance with a number of options 30,
including placement in a local storage repository 35. Transmission
to a remote storage repository 34 may also occur, either
automatically, or in response to user request. Furthermore, there
may be a blend of local storage and partial transmission to remote
storage 34. Remote analysis 36 can be conducted on remotely stored
data as desired by the system custodian or other authorized
individuals. Of course, it is also expected that a certain quantity
of data that is initially stored locally and/or remotely will
ultimately be deleted 32 in order to conserve. A remote archive
data repository 38 is a potential destination for some of the data
initially held in the local or remote data repositories 35, 34.
[0087] Those skilled in the art will appreciate that various
adaptations and modifications of the just-described preferred
embodiment can be configured without departing from me scope and
spirit of the invention. Therefore, it is to be understood than
within the scope of the appended claims, the invention may be
practiced other than as specifically described herein.
[0088] What is claimed is:
* * * * *